Guidance and limiting unit subassembly for a steering column assembly

ABSTRACT

A device for assembling a column tube (30) in an adjustable steering column assembly (20), comprising a spacer portion (70) adapted to provide rotational damping; provide damping during adjustment of the steering column assembly (e.g., telescope adjustment); and assist in centering the column tube when in an unlocked position and assist in resisting lash, The device further comprises a stop bracket portion (50) adapted to limit rotational travel of the column tube when in an unlocked position; and retain the column tube longitudinally within the steering column assembly.

FIELD

In general, the present teachings relate to a device for assembling anadjustable steering column assembly. More particularly, the presentteachings are directed to a guidance and limiting unit subassembly forproviding damping properties and retaining a column tube within theadjustable steering column assembly.

BACKGROUND

In the field of automotive vehicles it has become popular to employsteering column assemblies that include the ability to adjust theassemblies, such as by performing tilt and/or telescoping functions,such assemblies being known also as “rake and reach steering columnassemblies.” For many applications, steering column assembliesincorporate both tilt and telescopic functions. For these, it ispossible to use a manual user operating device (e.g., a lever) or toemploy motors to perform one or both of the functions. For example, onelever or motor may be operated to actuate the steering column assemblygenerally in an upward or downward vertical direction to adjust theheight of a steering wheel relative to an operator of the vehicle,relative to the vehicle floor and/or vehicle ceiling, or both and thusperform the tilt function. Another lever or motor may be operated toactuate the steering column assembly to adjust the fore/aft position ofthe steering wheel relative to the vehicle operator. The lattertypically achieves the adjustment by way of translation of a telescopictubing arrangement by which at least one tube associated with thesteering wheel translates relative to a shaft for steering. Industry isconstantly seeking to improve these adjustment functions, such as bymaking the adjustment easier and/or smoother for the vehicle occupant.For example, it is desirable to have a smooth adjustment, such as a“soft stop” while performing the telescoping in and/or telescoping outfunctions.

Despite the desire for the ability to adjust the steering columnassembly, such as based on preferences of the vehicle occupant, there islimited space within the steering column assembly and within the vehicleto accommodate the elements needed to perform these adjustmentfunctions. In vehicle assemblies, there may also be a need to attachadditional elements, such as an interface bracket (e.g., a wire harnessbracket), to the steering column assembly, e.g., at the column tube.However, there is a limited amount of exposed surface of the column tubefor which to attach an interface bracket or other element of theassembly. Therefore, industry is constantly seeking ways to improve theconstruction of steering column assemblies while reducing the amount ofspace needed or accommodating all of the desired elements of theassembly within the space available.

With the ability to perform adjustment of the assembly, such as byperforming tilt and/or telescoping functions, this also increases thelikelihood of creating additional noises, vibrations and harshnessdetectable by a vehicle occupant. Therefore, there is a need to reducethe metal-to-metal contact between elements of the assembly, especiallyduring adjustment. There is also a need to dampen noise to reduce anyundesirable sounds that are detectable by a vehicle occupant and a needto provide a smooth transition while adjusting the assembly.

SUMMARY

The present teachings make use of a simple, yet elegant, constructionapproach by which relatively few components can be employed forachieving damping within a steering column assembly, and for centeringand/or retaining a column tube within a steering column assembly.

In general, the present teachings make use of a device for assembling acolumn tube in an adjustable steering column assembly. The device may beadapted for use within an internally collapsing steering columnassembly. The device may include a spacer portion. The device mayinclude a stop bracket portion. The spacer portion may be adapted toprovide rotational damping. The spacer portion may be adapted to providedamping during adjustment of the steering column assembly (e.g., duringtelescope adjustment of the steering wheel in a fore or aft position).The spacer portion may be adapted to assist in centering the column tubewithin the column assembly, such as when the column tube is in anunlocked or adjustment positon. The spacer portion may be adapted toresist or reduce lash or remove completely (where lash may be defined asthe existence of clearance between two objects) between the device andelements of the steering column assembly, such as the column housing.The lash between at least part of the spacer portion and the columnhousing may be about 0.1 mm or less. At least a portion of the spacerportion may maintain contact with at least a portion of the columnhousing (e.g., one or more walls defining the axial slot of the columnhousing). The stop bracket portion may be adapted to limit rotationaltravel of the column tube, such as when in an unlocked or adjustmentposition. The stop bracket portion may retain the column tubelongitudinally within the steering column assembly (e.g., by resistingpull out of the column tube from the steering column assembly assembly).The stop bracket portion and the spacer portion may be fabricatedindividually from each other and may be joined together in an assembly.The stop bracket portion and the spacer portion may be formed from asingle piece.

The spacer portion may include one or more resilient portions. Aresilient portion may be of a sufficient elasticity that it will returnto its original shape and size (or the shape and/or size as prior todeformation) upon release of the compressive forces of the system (e.g.,when in an unclamped position). The one or more resilient portions mayretain a state of contact with the steering column assembly. At least aportion of the spacer portion (e.g., a resilient portion) may retain astate of contact with a wall defining the axial slot of the columnhousing. The resilient portion may be configured to at least partiallyfit within the axial slot of the column housing of the steering columnassembly. The resilient portion of the spacer portion may be defined byat least one wing damper. For example, the resilient portion of thespacer may include two wing dampers, with one wing damper each locatedon opposing sides of the spacer portion. At least a portion of thespacer portion may be in substantial compliance with the column housingof the steering column assembly. The spacer portion may be a moldedpolymeric part, a metal part, an overmolded part, or a combinationthereof. The damping during adjustment of the steering column assemblymay be performed by a forward facing or rearward facing resilient tab ofthe spacer portion. The spacer portion may include a rearward facingtongue portion extending therefrom and wherein the tongue portionincludes a slot adapted for receiving at least a portion of the steeringcolumn assembly (e.g., a hook associated with a lever of the adjustmentsubassembly) during telescope adjustment of the steering columnassembly, and wherein the slot terminates at one end at a contactportion of the tongue portion. The steering column assembly may includean adjustment subassembly for permitting adjustment of the steeringcolumn assembly, and wherein the adjustment subassembly includes a leverfor putting the column tube in the unlocked position and actuating theadjustment. The lever may include a hook extending therefrom adapted tobe received within the slot of the tongue portion. The lever may includea first arm and a second arm joined by a bridge. The first arm mayextend from a pivot point of the lever. The pivot point may be formed bya connection between an elongated fastener (e.g., a tilt bolt) of theadjustment subassembly and the lever. The second arm may include anopposing securing portion that attaches to and/or rotates about anopposing end of the elongated fastener (e.g., the tilt bolt). The hookmay be supported by and/or extend from the bridge. During telescope-in(or telescope-out) adjustment of the column tube of the steering columnassembly, the hook may contact the contact portion to stop the columntube from telescoping further in a forward direction.

The stop bracket portion may include an attachment area for connectingwith the spacer portion. The attachment area may include one or moresupport posts for matingly receiving the spacer portion by way ofthrough openings (e.g., support post openings) in the spacer portion.The stop bracket portion may include a plurality of support posts. Oneor more of the support posts may include one or more features thatcreate an interference fit with the spacer portion (e.g., one or moreribs, one or more shaped portions, one or more beads, or the like). Thestop bracket portion may include a bracket attachment portion formatingly engaging at least a portion of the column tube of the steeringcolumn assembly. The stop bracket portion may include a surface adaptedto provide one or more lines (e.g., two or more parallel lines) ofcontact with the column tube to resist rocking when loaded in torsion(e.g., by radiused edges). The stop bracket portion may include one ormore (or preferably a plurality of) attachment apertures for receiving afastener to secure the stop bracket portion to the column tube. Theattachment apertures may receive a fastener such as a rivet (e.g., asteel rivet installed via a break stem fastener) to secure the stopbracket portion to the column tube. The stop bracket portion may includea substantially flat surface surrounding one or more of the attachmentapertures for contacting the heads of the fasteners such as rivets(e.g., to reduce the likelihood of the rivets loosening). The stopbracket portion may include a pair of opposing side wall portionsadapted to fit within the axial slot of the column housing. The opposingside walls may assist to guide longitudinal adjustment of the columntube of the steering column assembly. The stop bracket portion mayinclude a securing tab adapted for resisting removal of the stop bracketportion and the spacer portion from the column tube. The securing tabmay penetrate an opening in the column tube, which may allow for restingpull-out and rotation. The stop bracket portion and the column tube maybe joined together in a manner that can withstand a torque of at leastabout 100 Nm. The device may further include an interface bracket forinterfacing with one or more other components of an automobile assembly(e.g., a steering column assembly, wiring harness, column cover, and thelike). The interface bracket may be attached to the stop bracketportion, such as by attachment to one or more of the support posts ofthe stop bracket portion. It is also contemplated that the device may befree of one or any combination of a nut bracket, a stopper pin, or aslot liner.

The teachings herein also contemplate methods of forming and assemblingthe device and attaching the device within a steering column assembly.The method may include forming a stop bracket portion; attaching thestop bracket portion to a column tube; and securing a spacer portion onthe one or more support posts of the stop bracket portion. The methodmay further include attaching an interface bracket to the stop bracketportion (e.g., upon one or more of the support posts).

As can be seen, it is believed that by employment of the teachingsherein it is possible to achieve rotational damping, damping duringadjustment of the steering column assembly, centering of the columntube, resistance to lash, limiting of rotational travel of the columntube when in an adjustment mode, retainer of the column tubelongitudinally within the steering column assembly, or any combinationthereof.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an illustrative steering column assemblyin accordance with the present teachings and viewed from the bottom.

FIG. 2 is a cross-sectional side view of an illustrative steering columnassembly in accordance with the present teachings.

FIG. 3 is a perspective view of an illustrative column tube, stopbracket portion, and spacer portion in accordance with the presentteachings.

FIG. 4 is a perspective view of an illustrative stop bracket portion inaccordance with the present teachings.

FIG. 5A is a cross-sectional view of exemplary column tube with a stopbracket portion attached thereto.

FIG. 5B is an enlarged view of the attachment of the stop bracketportion to the column tube of FIG. 5A.

FIG. 6A is a perspective view of an illustrative spacer portion inaccordance with the present teachings.

FIG. 6B is a perspective view of the opposing side of the illustrativespacer portion of FIG. 6A.

FIG. 7A is a perspective view of an illustrative spacer portion inaccordance with the present teachings.

FIG. 7B is a perspective view of the opposing side of the illustrativespacer portion of FIG. 7A.

FIG. 8 is a side view of an exemplary stop bracket portion and spacerportion attached to a column tube.

FIG. 9 is a cross-sectional view of a spacer portion within an axialslot of a steering column assembly.

FIG. 10A is a generally bottom view of an illustrative steering columnassembly in a locked position in accordance with the present teachings.

FIG. 10B is an enlarged view of the boxed portion of FIG. 10A.

FIG. 11A is a generally bottom view of an illustrative steering columnassembly in an unlocked position in accordance with the presentteachings.

FIG. 11B is an enlarged view of the boxed portion of FIG. 11A.

FIGS. 12A and 12B are illustrative levers of an adjustment subassemblyin accordance with the present teachings.

DETAILED DESCRIPTION

As required, detailed embodiments of the present teachings are disclosedherein; however, it is to be understood that the disclosed embodimentsare merely exemplary of the teachings that may be embodied in variousand alternative forms. The figures are not necessarily to scale; somefeatures may be exaggerated or minimized to show details of particularcomponents. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but, merely as arepresentative basis for teaching one skilled in the art to variouslyemploy the present teachings.

In general, the teachings herein are directed toward a uniquecombination of components for assembling a column tube in an adjustablesteering column assembly, and more particularly for providing elementssuch as a spacer portion and a stop bracket portion to retain the columntube within the steering column assembly. By use of the teachingsherein, it is possible to (but not limited to) achieve rotationaldamping, achieve damping during telescope adjustment of at least aportion of the steering column assembly (e.g., the column tube), centerthe column tube when the steering column assembly is in an unlockedposition (e.g., not clamped, during an adjustment of the assembly),resist lash (where lash may be defined as clearance or gaps betweenparts), limit of rotational travel of the column tube when in anadjustment mode, retain the column tube longitudinally within thesteering column (e.g., by resisting pull-out of the column tube from theassembly), or a combination thereof.

With more attention now to the details of the assemblies herein, theygenerally will include a column tube, a steering shaft, one or morebrackets (e.g., a bracket structure for attachment of the steeringcolumn assembly in the vehicle, a tilt bracket, an interface bracket, orany combination thereof), a column housing, and a steering wheeladjustment subassembly (e.g., a manually or motor operated steeringwheel adjustment subassembly). These elements may be discrete elementsor two or more of the elements may be combined into a single unit. Thecolumn housing may be operatively connected with a bracket structure.The column housing operatively supports the steering shaft that isdriven by a steering wheel. For this purpose, the column housing mayitself be a tube. It may also receive another tube that supports thesteering shaft. One such tube, referred to herein as the column tube,typically will have a hollow cavity along at least a portion of (if notthe entirety of) the length of the tube and may be sized and configuredto receive and support a rotatable shaft, namely a steering shaft andpossibly one or more bearings. Both the steering shaft and any tube (beit a column housing, a column tube, or both) will have a longitudinalaxis. When installed in a vehicle, the longitudinal axis of each theshaft and any tube may be generally coaxially aligned, aligned generallyparallel with a longitudinal axis of a vehicle (e.g., within about 10°or even about 5°), or each. The longitudinal axis of each of the shaftand any tube may form an angle with the longitudinal axis of a vehicleof about 45° or less, about 30° or less, or about 25° or less. Thesteering shaft, the column housing and any column tube typically will bemade of a suitable metal, such as steel or aluminum. Metal componentsherein may also be made of other metals, such as magnesium. Such metalstypically will be alloys. However, generally pure metals are alsopossible. The steering wheel adjustment subassembly may include a lever(or any other user operating device) adapted for actuating (e.g.,manually actuating) the subassembly, and at least one engagement memberthat is brought into and out of engagement with the column tube forselectively locking the steering shaft into a position desired by auser. A lever may include a hook or other projection that engages withanother portion of the steering column assembly (e.g., the spacerportion). A mounting structure may detachably mount the steering wheeladjustment subassembly relative to the bracket (e.g., tilt bracket).

A bracket structure may be employed for receiving and/or supporting atleast a portion of the steering shaft (e.g., while the shaft is at leastpartially contained within the column tube, the column housing, or both)and for mounting the steering column assembly within the automotivevehicle. The bracket structure may include a portion, such as an upperplate portion, that is adapted to mount to a vehicle structure (e.g., across vehicle beam, an instrument panel, or otherwise) or multipleportions adapted to mount to a vehicle structure. The bracket structuremay include a portion that is adapted to support (e.g., pivotallysupport) a steering shaft (such as by way of a column tubetelescopically positioned within a column housing). The bracketstructure may be fabricated to include multiple structures, a singleunitary structure, or a plurality of components assembled together in anassembly to define a desired bracket structure. The bracket structuremay be a cast structure (e.g., structure made by casting a mass), aforged structure (e.g., a structure made by forging a metal mass), amachined structure, a consolidated structure (e.g., a structure made bya step of sintering and/or pressing a powder metal mass), or anycombination thereof. One preferred approach is to cast the bracketstructure to form a metal casting (e.g., an aluminum alloy, magnesiumalloy, or a ferrous metal casting). The bracket structure thus may beconfigured for integrating functions of mounting within a vehicle andaccommodating a tilt function of the assembly relative to a vehicleoperator. For instance, the functions may be integrated into a singlebracket, or spread among separate bracket components.

As mentioned, the steering column assembly of the present teachings mayinclude one or more steering wheel adjustment subassemblies. Forexample, an adjustment subassembly may provide a user with the abilityto adjust the steering wheel (and thereby the steering shaft) in a foreand/or aft direction (e.g., telescopic adjustment). An adjustmentsubassembly may provide a user with the ability to adjust the positionby raising and lowering the steering wheel, and thereby the steeringshaft (e.g., tilt adjustment), relative to the user. The steering columnassembly may provide the ability to perform either or both of thesefunctions (e.g., telescopic adjustment and/or tilt adjustment). Thesefunctions may be accomplished by one adjustment subassembly or more thanone adjustment subassembly (e.g., one adjustment subassembly forproviding telescopic adjustment and one adjustment subassembly forproviding tilt adjustment).

An adjustable telescoping subassembly may be employed for selectivelydriving the steering shaft in a fore and/or aft direction generallyalong the longitudinal axis of the steering shaft. In general, theadjustment of the telescoping subassembly may be controlled by asuitable user operating device (e.g., a lever, an electromechanicalactuator, or otherwise). For a manually operated system, a lever orother user operating device may be adapted to control a force applied tomaintain the collapsing portion in a user selected position. Forexample, a lever or other user operating device may be in operativeengagement with one, two, or more clamping portions or other suitablemechanism to releasably (and possibly adjustably as well) secure two ormore components of the collapsing portion together. Clamping or othersecuring may be realized by a suitable securing member (e.g., anelongated force applying member), such as a bolt (e.g., a tilt bolt),rod, strap, bar, band, wedge, or other suitable member. For instance,the securing member may be adapted, upon actuation of the user operatingdevice to cause generally opposing portions (e.g., clamping portions) toseparate or come closer together such as, respectively, for releasingthe components relative to each other or for securing the componentsrelative to each other.

In the alternative, the teachings may include employing at least onetelescoping motor subassembly adapted for selectively driving thesteering shaft (by way of a rod or other drive member) in a fore or aftdirection generally along the longitudinal axis of the steering shaft.The telescoping motor subassembly may include an electric motor that hasa motor shaft that operatively drives a drive member (e.g., a rod thatis threaded or has gear teeth over at least a portion of its length).The shaft may drive the drive member by use of one or more gears. It maydrive the drive member by way of a threaded nut. The motor shaft mayhave a longitudinal axis that is oriented generally parallel with thelongitudinal axis of the steering shaft and/or inner tube. The motorshaft may have a longitudinal axis that is oriented generally transversewith the longitudinal axis of the steering shaft and/or inner tube. Thetelescoping motor subassembly may be such that it includes a housingwithin which the motor is at least partially located. The housing mayinclude one or more flat surfaces that are adapted to slidingly bearagainst another surface (e.g., a bracket, a flange of the columnhousing, or some other mounting structure), which other surface may bepart of or be operably connected with the column housing. Such flatsurfaces may be a part of a mounting structure for securing thetelescoping motor subassembly to the overall assembly.

The teachings may further contemplate employing at least one tiltsubassembly that is adapted for selectively raising or lowering thesteering shaft. The optional tilt subassembly may be manually actuated,motorized or both. It may be attached (e.g., at a first mount locationalong its length) to the bracket structure. For example, as discussed,it may be incorporated within a housing structure (e.g., a columnhousing) defined in the bracket structure. It may be attached at asecond location along its length (e.g., at a second mount location thatis distal from the upper surface of the bracket structure as comparedwith the first mount location).

As indicated, a column housing may be pivotally coupled with the bracketstructure (e.g., at a forward end of both the bracket structure and thecolumn housing) and is adapted to permit steering shaft adjustment(e.g., tilt adjustment, telescopic adjustment or both, such as by way ofthe tilt subassembly, telescoping subassembly, or both). The columnhousing may be a cast structure (e.g., a structure made by casting amass), a forged structure (e.g., a structure made by forging a metalmass), a machined structure, a consolidated structure (e.g., a structuremade by a step of sintering and/or pressing a powder metal mass) or anycombination thereof. One preferred approach is to cast the columnhousing to form an aluminum alloy casting. The column housing mayinclude one or more ribs. The column housing may be generally elongated.It may have a substantially cylindrical configuration. The columnhousing may have a portion that is capable of receiving a substantiallycylindrical part, such as a column tube. The column housing may have alower portion that has laterally projecting flanges over at least aportion of the column housing length. The flanges may project from bothsides of the column housing. The flanges may project laterally outwardto a location that extends beyond the outermost reach of the wall fromwhich it projects. The column housing may have one or more openings,e.g., slots, in a lower portion for exposing the column tube so that thecolumn tube can be connected with and translate longitudinally (e.g.,associated with the telescoping subassembly).

The column housing may be in clamping relation with the column tube soas to permit steering shaft adjustment (e.g., telescoping, tilt, orboth). For example, the column housing may be unclamped duringadjustment of the steering shaft and/or column tube. The column tube maybe clamped when the steering shaft and/or column tube are in the desiredposition. The column housing, a bracket structure, and/or the columntube may include a structure adapted for clamping the column tube intoposition (e.g., via a lever or other user operating device). The columnhousing may at least partially surround the column tube in a relationthat may be adapted for clamping or unclamping with the column tube(e.g., when the lever or other user operating device is in apredetermined position) so as to permit steering shaft tilt adjustment,telescoping adjustment, or both. The column housing may include asuitable structure for releasably clamping or otherwise engaging thecolumn tube into position. For example, the column housing may includean elongated longitudinally oriented opening (e.g., an axial slot) thatdefines an inner surface structure that may include opposing innersurfaces (e.g., wall surfaces) that can be urged toward the column tubefor clamping the column tube into position (e.g., by using the lever toapply a clamping force, such as by way of a tilt bracket).

The position of the column tube relative to the column housing may befixed by way of a securing member that is located in a secure engagementposition and applies a force (e.g., a generally transverse forcerelative to the longitudinal axes of the column tube and the columnhousing) to at least one of the column housing or column tube forcausing a secure engagement of the column tube and the column housing(e.g. a clamped engagement, an interference, interlock, detent, or othermechanical engagement). The securing members may cause a portion of thecolumn housing (e.g., inner walls of the column housing) to clamp ontothe outer diameter column tube, thereby securing the column tube in adesired position (e.g., a desired telescope position, tilt position, orboth). Securing members may include an elongated force applying member,such as a bolt (e.g., a tilt bolt), rod, strap, bar, band, wedge, orother suitable member. For example, the securing member may be adapted,upon actuation of the lever or other user operating device to causegenerally opposing portions (e.g., clamping portions) to separate orcome closer together, respectively, such as for releasing componentsrelative to each other or for securing the components relative to eachother. When in an unclamped and/or unlocked position, the width of theaxial slot of the column housing may change (e.g., a wider slot whenunlocked to permit adjustment; a narrower slot when locked to hold thecolumn tube in proper position).

The present teachings contemplate a guidance and limiting unitsubassembly associated with the steering column assembly (e.g., thecolumn tube) to provide stability of the column tube within the steeringcolumn assembly, especially within an adjustable steering columnassembly. The guidance and limiting unit subassembly may be particularlysuited for a collapsible steering column assembly, such as an internallycollapsible steering column assembly. At least a portion of the guidanceand limiting unit subassembly may be located within the axial slot ofthe column housing. The guidance and limiting unit subassembly mayinclude one or more resilient elements that have energy absorptioncharacteristics. Resilient may be defined as being of a sufficientelasticity for returning generally to its original shape and/or size (orthe shape and/or size prior to deformation) upon release of thecompressive forces (e.g., while in an adjustment position, unclampedposition, or both). The guidance and limiting unit subassembly mayprovide an area for attachment of other articles to the steering columnassembly (e.g., an interface bracket). The guidance and limiting unitmay act as a stop during adjustment of the steering column assembly(e.g., to resist pull-out of the column tube from the steering columnassembly). The guidance and limiting unit subassembly may be made of oneor more pieces. The guidance and limiting unit subassembly preferablyincludes a stop bracket portion and a spacer portion to achieve any or acombination of the desired functions. The stop bracket portion andspacer portion may be discrete elements from each other, discreteelements from the column tube, or both. The stop bracket portion andspacer portion may be integrally formed. The stop bracket portion, thespacer portion, or both, may be integrally formed with the column tube.

The stop bracket portion may be positioned on the column tube (i.e., onthe outer surface of the column tube). The stop bracket portion of theguidance and limiting unit subassembly may be adapted to be attached toat least a portion of the column tube. The stop bracket portion mayinstead be integrally formed with the column tube. The stop bracketportion may have a surface that is adapted to provide one or more lines(e.g., two or more parallel lines) of contact with the column tube toresist rocking of the stop bracket portion on the column tube (e.g.,when loaded in torsion, such as by radiused edges). At least part of thestop bracket portion may be positioned to extend away from the outersurface of the column tube and fit within the axial slot of the columnhousing when the steering column assembly is assembled. The stop bracketportion may be adapted to limit the rotational travel of the columntube, especially while in an adjustment mode (e.g., while adjustingtelescoping, tilt, or both). The stop bracket portion may function toprovide for a rotational stop for the column tube within the steeringcolumn assembly (e.g., by engaging with the walls of the column housingdefining the axial slot). The stop bracket portion may function toprovide support to and/or engage with the spacer portion of the guidanceand limiting unit subassembly. The stop bracket portion may function toprovide support and/or a connection area for one or more interfacebrackets, such as a wire harness. The stop bracket portion, alone or incombination with a spacer portion, may function to retain the columntube longitudinally within the steering column assembly and/or provide astop for a telescoping steering column assembly (e.g., acting as a stopduring telescope out to resist pull-out of the column tube from theassembly, acting as a stop during telescope in, or both).

The stop bracket portion may include a body portion for interfacing withand/or attaching to a portion of the steering column assembly, such asthe column tube. The body portion may include a column tube attachmentportion (e.g., the area where the stop bracket portion interfaces withand/or attaches to the column tube). The body portion, such as at thecolumn tube attachment portion, may include a surface that is to be incontact with the column tube (e.g., one or more lines of contact, ormultiple parallel lines of contact, which may preferably be two lines ofcontact) to resist rocking when loaded in torsion (e.g., by radiusededges). The body portion (e.g., at the column tube attachment portion)may include one or more openings for receiving a fastener (e.g., one ormore rivets); one or more integrated fasteners, such as clips or snaps;or one or more surfaces for otherwise attaching the body portion to thecolumn tube (e.g., via adhesives, welding, soldering, clinching, orother methods). The cross-section of the body portion (e.g., taken alonga transverse axis) may be generally planar, may be generally arcuate,may have one or more angles, may generally match the shape or follow thecontours of the column tube upon which it will be secured, or acombination thereof. The body portion may include segments that aregenerally planar or flat. The body portion may include one or moresegments that are generally curved, arcuate or angled. The body portionmay include radiused edges for reducing or resisting rocking of the stopbracket portion.

The body portion may include one or more side wall portions extendingfrom one or more edges of the body portion. The one or more side wallportions are preferably located on the long edges of the stop bracketportion (e.g., parallel to the longitudinal axis of the column tube,stop bracket portion, or both). The body portion may include opposingside wall portions so that the walls are extending from opposing edgesof the body portion. The opposing side wall portions may be adapted tofit within and/or contact the walls of the column housing defining theaxial slot of the column housing. When installed, each side wall portionmay be about 5 mm or less, about 3 mm or less, or about 2.5 mm or lessfrom the nearest wall defining the axial slot of the column housing. Theside wall portions may guide longitudinal adjustment of the column tube(e.g., when there is clearance in the column housing, such as when it isin an adjustment or unclamped mode). The opposing side wall portions andthe body portion may form a generally U-shaped cross-section or aW-shaped cross-section (i.e., if the body portion has a curve, arc,angle or contour that is shaped to generally follow the contours of theouter surface of the column tube). The side wall portions may extendalong at least a part of an edge of the body portion. Each side wallportions may form an angle with the body portion. The angle may be about45 degrees or more, about 65 degrees or more, or about 80 degrees ormore. The angle may be about 135 degrees or less, about 115 degrees orless, or about 100 degrees or less. The side wall portions may begenerally perpendicular to at least a portion of the body portion.

The stop bracket portion may include one or more attachment aperturesfor securing or attaching the stop bracket portion to the steeringcolumn assembly (e.g., the column tube). For example, the body portionmay include three or more attachment apertures. The attachment aperturesmay be arranged in any configuration that allows for secure attachmentof the stop bracket portion to the column tube. For example, theattachment apertures may be arranged in a generally linear orientation(e.g., along or parallel to the longitudinal axis of the stop bracketportion, the column tube, or both). The stop bracket portion maypreferably include a plurality of attachment apertures (e.g., two ormore, three or more, four or more). Each aperture may be adapted forreceiving a fastening means, such as a rivet (e.g., via break stemfastener), screw, bolt, pin, or the like. The column tube of thesteering column assembly may include corresponding openings forreceiving the fastener or other attachment means (e.g., a rivet joiningthe stop bracket portion to the column tube).

The attachment apertures may include a flattened portion, or anembossment, that surrounds one or more of the attachment apertures. Theembossment may provide support to the fastener (such as the top of therivet). The embossment may provide a platform for the fastener (e.g., arivet) to engage with, which may reduce the risk of the fastenerloosening, reduce the risk of the stop bracket portion disengaging fromthe column tube, or both. For example, the embossment may create a rivetpad in the body portion of the stop bracket portion, which is a smallflat area for each rivet. In doing so, the rivet may be less likely toflex under a torsional load applied to the column tube, which may reduceor prevent loosening of the joint.

The stop bracket portion may include one or more securing tabs thatengage with the column tube. The one or more securing tabs may functionto assist in preventing disengagement of the stop bracket portion fromthe column tube. The securing tab may resist rotation of the stopbracket portion on the column tube. The securing tab may assist inresisting rotation of the column tube within the steering columnassembly (e.g., during adjustment of the steering column assembly). Thesecuring tab may resist pullout of the stop bracket portion from thecolumn tube. The securing tab may reduce the ability of the column tubeto rotate within the column housing (e.g., rotation of about 45 degreesor less, about 20 degrees or less, or even about 10 degrees or less),especially during adjustment of the steering column assembly. Thesecuring tab may serve as a backup attachment method (e.g., if the otherattachment methods no longer completely attach the stop bracket portionto the column tube, such as if the fasteners were not installed or uponloosening or failure of the fasteners securing the stop bracket portionto the column tube). Within the assembly, the stop bracket portion maybe located between the tilt bolt and the column tube. With the stopbracket portion, in essence, being sandwiched or held between the tiltbolt and the column tube, this may force the securing tab to remainengaged with the column tube. The position of the stop bracket portionwithin the assembly, along with the engagement of the securing tab, mayassist in keeping the stop bracket portion from sliding along the columntube or out of the intended position. Therefore, even if the attachmentof the stop bracket portion fails, the stop bracket portion may remainsecure within the assembly and in its intended position. The securingtab may extend from any part of the stop bracket portion and engage withan opening in the column tube. The securing tab preferably extends froma short edge of the stop bracket portion (e.g., an edge generallyperpendicular to the edges having one or more side walls or generallyalong or parallel to a transverse axis of the column tube, stop bracketportion, or both). For example, the securing tab may extend from therear edge of the body portion of the stop bracket portion. The securingtab may form an angle with the body portion of the stop bracket portion.The securing tab may extend toward the column tube to form an angle(between the securing tab and the side of the body portion that contactsthe column tube) of about 35 degrees or more, about 50 degrees or more,or about 80 degrees or more. The securing tab may extend toward thecolumn tube at an angle of about 175 degrees or less, about 150 degreesor less, or about 100 degrees or less. The securing tab may be generallyplanar. The securing tab may have one or more turns or angles. Forexample, the securing tab may have a generally right angle or an Lshape, with one portion extending outwardly from the body portion andthen angling toward and through the opening of the column tube. Inanother example, the securing tab may form a Z shape, extendingoutwardly from the body portion, extending toward the column tube andthrough the opening of the column tube, and then extending away from thebody portion to be generally parallel with the column tube to engagewith the inner surface of the column tube. In yet another example, thesecuring tab may form a C shape (or backward C shape), extendingoutwardly from the body portion, extending toward and through theopening of the column tube, and then extending in the direction backtoward the body portion to be generally parallel with the column tube toengage with and/or hook around the wall defining the opening in thecolumn tube.

The stop bracket portion may include one or more support posts extendingfrom the body portion and/or one of the side walls and terminating at afree end. The support posts may be adapted to engage with a spacerportion (e.g., by the free end of each support post extending though anopening in the spacer portion). One or more support posts may be adaptedto support an interface bracket (e.g., by attaching the interfacebracket to the one or more support posts, for example, at the free end).The support posts may be arranged to extend from an edge of the bodyportion or a side wall of the stop bracket portion. For example, the oneor more support posts may extend from one or both of the long edges ofthe stop bracket (e.g., the edges parallel to the longitudinal axis ofthe column tube, stop bracket portion, or both). The stop bracketportion may include a plurality of support posts (e.g., two or more,three or more, four or more). The number of support posts utilized maydepend upon the shape of the spacer, the stability required for the stopbracket portion, the number of posts needed to support an interfacebracket, or a combination thereof. For example, two support posts mayextend from one edge (e.g., long edge) of the stop bracket portion. Twoadditional support posts may extend from the opposing edge (e.g., theother long edge) of the stop bracket portion (e.g., generally opposingthe first two support posts). One support post and its correspondingsupport post extending from the opposing edge may be generally in linewith each other (e.g., generally symmetrical about the longitudinal axisof the stop bracket portion). The support posts may instead be generallystaggered (e.g., not in line with each other along a transverse axis ofthe stop bracket portion).

The support posts may be of sufficient height for engaging with and/orsecuring a spacer portion. One or more support posts may have a heightthat is capable of supporting an interface bracket (e.g., of sufficientheight so the free end of the support post can extend through an openingin the spacer portion and extend beyond the spacer portion to providesufficient area for attachment of the interface bracket). Any or all ofthe support posts may include a bracket attachment portion for securingan interface bracket to one or more of the support posts. The bracketattachment portion is preferably located at or near the free end of oneor more support posts. One or more support posts may have one or moreopenings for receiving a fastener (i.e., for attaching an interfacebracket to the support post), which may be located generally at thebracket attachment portion. There may be an embossment or flattened areasurrounding the opening for reducing the likelihood of the fastenerloosening (e.g., a rivet, bolt, screw, and the like). The greater thenumber of support posts utilized for supporting an interface bracket,the greater the stiffness imparted to the stop bracket portion, theinterface bracket, or both. The support posts may have differingheights. For example, one or more support posts may be longer than othersupport posts, with the longer posts including a bracket attachmentportion, providing the area for attachment of an interface bracket. Someor all of the support posts of the stop bracket portion may generallyhave the same height. For example, all of the support posts may have thesame height. In another example, two support posts may have the sameheight, and two additional support posts may have the same height aseach other but a different height than the first two support posts.Diagonally opposing posts (e.g., posts not directly in line with eachother on the same edge or opposing edge) may have the same height (e.g.,to stabilize the interface bracket and distribute the weight of and/orany forces exerted on the interface bracket along the support bracketportion). One or more support posts may have one or more features forsecuring a spacer portion. For example, one or more support posts mayhave one or more ribs or other projections (e.g., extending inwardly)that engage with one or more walls defining a clearance in the spacerportion. The one or more features of the support posts may assist inproviding an interference fit of the spacer portion upon the stopbracket portion.

The stop bracket portion may be formed from any material capable ofbeing attached and secured to a column tube, withstanding any forcesexerted upon it (e.g., by the column housing), limiting rotationaltravel of the column tube when in an adjustment mode, retaining thecolumn tube longitudinally within the steering column assembly (e.g., byresisting pull-out of the column tube from the assembly), or anycombination thereof. The material may include metal, such as pure metalsor metal alloys, polymers, or any combination thereof.

The stop bracket portion may be formed from one or more pieces that arefastened or attached together, such as by one or more adhesives, screws,bolts, pins, clips, clamps, rivets, or other fasteners, or by methodssuch as (but not limited to) welding, soldering, crimping, brazing, ormolding. The stop bracket portion may be formed from a single piece orsheet of material. For example, the stop bracket portion may be formedfrom a single metallic sheet. The outline, or perimeter of the stopbracket portion, may be stamped out (such as by a progressive dieprocess or a transfer die process). This stamping may lead to one sideof the sheet having generally rounded edges, while the other side of thesheet may have edges with one or more stamping burrs. The side of thesheet having one or more stamping burrs may also include one or morebeads that project from the edge (e.g., extending further than thestamping burrs) to allow for easier installation of the spacer portiononto the support posts (i.e., to provide a distance or a pocket betweenthe stamping burrs and the wall of the spacer portion defining thesupport post opening). The beads may further engage with the spacerportion to provide additional securing of the spacer portion on the stopbracket portion. Embossing or other shaping may be performed for formingthe ribs on any or all of the support posts for engaging with a spacerportion. Embossments may be made in the areas of attachment apertures(e.g., for receiving a fastener such as a rivet by a break stemfastener). The attachment apertures may be punched (e.g., in the areawhere the embossment occurred at the column tube attachment portion, inone or more of the support posts at the bracket attachment portion, orboth). These punched apertures may be undersized and used as die pilots.The stop bracket portion may then be folded into a generally U-shapedchannel. After folding, the attachment apertures may be pierced to size.It is contemplated that one or more relief cuts may be made in the stopbracket portion (e.g., between two support posts) for easing the foldingand/or forming of the stop bracket portion.

This method of formation is only exemplary. It is contemplated thatthese steps may be performed in any order, and are not limited to theorder as exemplarily described herein. It is also contemplated that anyof the steps as described herein may be omitted during formation. Forexample, if methods of attachment for securing the stop bracket portionto the column tube are used that do not require apertures for receivingfasteners (e.g., welding, soldering, bonding, and the like), it may notbe necessary to punch and/or pierce attachment apertures into the stopbracket portion. If stamping burrs are not present upon one or moreedges of the stop bracket portion, one or more beads may not be neededto form a pocket between the spacer portion and the stamping burrs. Thestop bracket portion may be formed via one or more molding and/orovermolding techniques (e.g., if the stop bracket portion is or includesa polymeric material). It is also contemplated that multiple pieces maybe used to construct the stop bracket portion. For example, one or moresupport posts may be attached to the body portion of the stop bracketportion (e.g., via welding, soldering, adhesive, mechanical fastener, orthe like).

The guidance and limiting unit subassembly includes a spacer portion.The spacer portion may provide damping characteristics to thesubassembly and/or the steering column assembly. The spacer portion mayassist in maintaining the position of the column tube within thesteering column assembly (especially the column housing) in alongitudinal direction. The spacer portion may center the column tubewithin the assembly. The spacer portion may prevent or reduce therotation of the column tube (e.g., during an adjustment of theassembly). The spacer portion may provide support to the one or moresupport posts (e.g., by holding them in the proper position). The spacerportion may provide a stop for the column tube during telescopicadjustment in a fore or aft direction.

To assemble guidance and limiting unit subassembly, the spacer may beinstalled upon one or more of the support posts of the stop bracketportion. The spacer portion may include one or more openings forreceiving a support post of the stop bracket portion. The spacer portionmay include the same number of openings as there are support posts. Forexample, the spacer portion may include four support post openings, oneopening for each support post of the stop bracket portion. The spacerportion may have one or more additional openings or cutouts (e.g.,indentations or thinned areas) to allow the spacer portion to fit withinthe subassembly, to provide flexibility to the spacer, to accommodateone or more damping components, to reduce the weight of the spacer, or acombination thereof. The body of the spacer portion may include one ormore walls defining clearances to accommodate the ribs of the supportposts of the stop bracket portion. The spacer portion may furtherinclude one or more damping components or compression elements that areintegrally formed with and/or extend from the body of the spacerportion.

The spacer portion may provide damping characteristics by including oneor more damping components or compression elements. The dampingcomponents may be one or more compression and/or resilient membersextending from the body of the spacer portion to absorb energy, flex,plastically deform, elastically deform, maintain contact with one ormore pieces of the steering column assembly (e.g., the column housing)to achieve improved compliance, where compliance is defined as a measureof the ability of a mechanical system to respond to an applied force,expressed as the reciprocal of the system's stiffness; reduce lash,where lash is defined as the existence of a gap or clearance between twoparts or objects; or any combination thereof. Resilient may be definedas being of a sufficient elasticity for returning generally to itsoriginal shape and/or size (or the shape and/or size prior todeformation) upon release of the compressive forces (e.g., while in anadjustment position, unclamped position, or both). These dampingcomponents may function to provide for column rotation compliance,dampening, telescope out compliance, or any combination thereof. Thedamping components may also provide for a “soft” stop during thetelescope out or telescope in of the steering column.

The damping components may include one or more wing dampers. Preferably,the spacer portion includes two or more wing dampers. The wing dampersmay be generally resilient to produce a springing effect. The springingeffect may allow for the wing dampers to maintain contact (or at leastreduce lash) with a portion of the steering column assembly, such as thecolumn housing, even during an adjustment or while in an unclampedposition. One or more wing dampers may retain a state of contact withthe column housing (e.g., the walls defining the axial slot of thecolumn housing). The one or more wing dampers may at least partially beconfigured to fit within the axial slot of the column housing. The wingdampers may extend from the spacer portion on opposing sides of thespacer portion to engage with the column housing at the boundaries ofthe axial slot of the column housing. The wing dampers may extend fromthe body of the spacer portion and terminate at a free end. The wingdampers may extend at an angle from the body of the spacer portion. Thewing dampers may form an angle with the body of the spacer, which may bedetermined by measuring the gap between the body of the spacer and thewing damper (e.g., the angle measured between a vertical plane along thelongitudinal axis of the spacer portion and the wing damper), of about75 degrees or less, about 60 degrees or less, or about 45 degrees orless. The wing damper may form an angle with the body of the spacer ofabout 3 degrees or more, about 10 degrees or more, or about 15 degreesor more. The angle may change depending on whether the steering columnassembly is in a clamped or unclamped position (e.g., a greater anglewhen the steering column assembly is in an unclamped position). The wingdamper may generally be an elastomeric material or other materialcapable of absorbing energy and/or deforming upon the application of aforce. The wing dampers may be generally planar. The wing dampers mayhave one or more bends, curves, angles, or arcs that may assist inmaintaining contact with one or more elements of the steering columnassembly (e.g., the column housing, such as the walls defining the axialslot), providing additional stiffness to the wing dampers, or both. Thewing dampers may instead be generally loop shaped, so the materialextends from the body of the spacer portion in a generally circular orovular shape having a hollow center. The loop shape may allow forgreater damper stiffness and/or allow for generous lead into the axialslot of the column housing during the assembly process. The engagementof the wing dampers and the column housing may provide a self-centeringeffect, centering the column tube due to the damping or spring effect ofthe wing dampers. When located within the steering column assembly, thewing dampers may maintain contact with (or at least remain close to) thecolumn housing, even during adjustment of the steering column assembly(e.g., telescopic adjustment, tilt adjustment, or both) and/or when thecolumn housing is in an unclamped position. It is possible that when thespacer portion is installed within the steering column assembly, thewing dampers may maintain contact with the column housing (e.g., at theone or more walls defining the axial slot of the column housing) at alltimes. Therefore, spacer portion may have a lash of about 0.1 mm orless, about 0.08 mm or less, or even about 0.05 mm or less. This mayreduce or prevent rotation of the column tube within the steering columnassembly, particularly during an adjustment of the steering columnassembly. The spacer portion may be in substantial compliance with thecolumn housing, where substantial compliance may be within about 0.1 mm(e.g., about 0.1 mm or less, about 0.08 mm or less, or even about 0.05mm or less).

The damping components may include one or more compression elements suchas resilient tabs. A resilient tab may be located on a rearward-facingedge of the spacer portion, a forward-facing edge of the spacer portion,or both. The resilient tab may be integrally formed with the spacerportion. The resilient tab may be connected to (or integrally formedwith) the spacer portion at one end, and a free end may projectgenerally outwardly from the spacer portion. The resilient tab mayproject from the body of the spacer portion at an angle. The resilienttab may form an angle with the body of the spacer, which may be the gapbetween the body of the spacer and the resilient tab (e.g., the anglemeasured between a vertical plane along the transverse axis of thespacer portion and the resilient tab), of about 75 degrees or less,about 60 degrees or less, or about 45 degrees or less. The resilient tabmay form an angle with the body of the spacer of about 3 degrees ormore, about 10 degrees or more, or about 15 degrees or more. The anglemay change depending upon the forces exerted upon it (e.g., the anglemay become smaller as the resilient tab contacts a tilt bolt of thesteering assembly during telescoping out). The resilient tab maygenerally be an elastomeric material or other material capable ofabsorbing energy and/or deforming upon the application of a force. Theresilient tab may be generally planar. The resilient tab may have one ormore arcs, bends, curves, angles (e.g., a series of planar segments toform an angled tab). The resilient tab may curve at its free end. Thecurved portion of free end may curve toward and may engage with the tiltbolt during a telescope out adjustment of the steering column. Theresilient tab may provide damping by providing an area that contacts thetilt bolt of the steering column assembly during a telescope outadjustment (i.e., of the steering shaft, column tube, or both). Theresilient tab may elastically deform when it comes into contact with thetilt bolt. The resilient tab may continue to elastically deform as thecolumn tube extends until it comes into contact with the body of thespacer portion. The resilient tab may include one or more stops, smallbumps, or projections on the resilient tab facing the body of the spacerportion, which contact the body of the spacer portion as the resilienttab elastically deforms, causing the telescope out adjustment to stop.The stop of the resilient tab may help prevent metal to metal contactbetween the tilt bolt and other elements of the guidance and limitingunit subassembly, such as the stop bracket portion (e.g., at one or moresupport posts).

The spacer portion may also include a tongue portion that engages withother elements in the steering column assembly (e.g., a hook of a leverof the adjustment subassembly) to provide a soft telescope-in stop,telescope out stop, or both for the column tube and/or the steeringshaft. The tongue portion may extend rearwardly (i.e., toward therearward end of the steering column assembly) from an end of the spacerportion. The tongue portion may extend from the spacer portion on thesame side as a rearward resilient tab of the spacer portion. The tongueportion may be a generally curved element that includes a slot definedby side walls (e.g., generally opposing side walls) for receivinganother element of the steering column assembly (e.g., the hookassociated with a lever of the adjustment subassembly). The slot may belocated on the underside of the tongue portion (i.e. facing downwardlytoward the floor or ground within the steering column assembly). Theslot may terminate at a contact portion. The contact portion may be awall that is generally perpendicular to the generally opposing sidewalls of the tongue portion that define the slot. The surface of thecontact portion may be generally planar. The surface of the contactportion may be generally curved and/or arcuate. The surface of thecontact portion may include one or more angular portions (e.g., formedby two or more segments joined together). The contact portion may bepositioned on an angle within (or to terminate) the slot. For example, aplane extending generally parallel to the contact portion (or a planeextending between the endpoints of the contact portion if curved) mayform an angle α with a plane extending across the generally opposingside walls of the tongue portion defining the slot. The angle α may beless than about 180 degrees. The angle α may be about 90 degrees ormore, about 110 degrees or more, or about 120 degrees or more. The angleα may be about 170 degrees or less, about 150 degrees or less, or about140 degrees or less. The contact portion may include a compressionmember (such as a finger) extending angularly from the surface of thecontact portion to serve as a point or line of contact with the hookassociated with the lever of the adjustment subassembly and to provideadditional damping and energy absorption.

The spacer portion may be constructed of a resilient material, such as apolymeric and/or elastomeric material, though metallic materials arealso possible. The spacer portion may be formed by extrusion methodsand/or molding methods. The spacer portion may be formed by employingone or more overmolding techniques (e.g., so that two or more materialscan be molded together). The spacer portion may be formed by a methodfree of die slides. For example, the damping components may be made bydie cavities kissing off, with the allowance of proper die shut offangles. As noted, the spacer portion may instead be integrally formedwith the stop bracket portion. Therefore, the guidance and limiting unitsubassembly may be formed by stamping a metallic sheet or by molding thematerial into the desired shape, for example.

As mentioned, the support posts of the stop bracket portion may supportone or more interface brackets. These interface brackets may be any typeof bracket or element to be attached to the column tube. The interfacebracket may be a bracket for interfacing with one or more other elementsor components of an assembly, such as an automobile assembly (e.g., asteering column assembly, wiring harness, column cover, and the like).For example, the interface bracket may be specified by a customer or byan automobile manufacturer. The interface bracket may be a wire harnessbracket. The interface bracket may be attached in one or more locationsto the stop bracket (e.g., one or more support posts). The interfacebracket may attach to one or more bracket attachment portions of thestop bracket portion. For example, an interface bracket may be attachedin two locations, on two of the four support posts of the stop bracketportion. The interface bracket may have one or more openings (e.g.,punched holes) for receiving a fastener, such as a rivet, and attachingthe interface bracket to the stop bracket portion (e.g., through thecorresponding opening in the support bracket).

In general, the guidance and limiting unit subassembly is assembled byattaching the stop bracket portion to the column tube. The spacerportion is then installed, at least in part by inserting one or moresupport posts of the stop bracket portion through the associated supportpost openings of the spacer portion. The interface bracket may then beattached to one or more of the support posts of the stop bracketportion.

The present teachings include a method for reliably securing the stopbracket portion to the column tube. The securing of the stop bracketportion to the column tube may be achieved by any method that providesan attachment capable of withstanding the forces exerted upon the stopbracket portion, the column tube, or both, especially during adjustmentof the steering column assembly. The stop bracket portion and columntube may be attached or joined together in a manner that is able towithstand a torque of about 50 Nm or more, about 75 Nm or more, or about90 Nm or more (e.g., at least about 100 Nm). Possible methods include,but are not limited to, use of adhesives, welding, soldering, clips,pins, screws, rivets, or other mechanical fasteners. It is contemplatedthat the column tube may have one or more apertures that generally alignwith the attachment apertures of the stop bracket portion to allow forreceiving a fastener to secure the stop bracket to the column tube.Therefore, one possible method includes attachment via one or morefasteners inserted through attachment apertures of the stop bracketportion and corresponding apertures in the column tube. Potentialfasteners may include, but are not limited to, rivets (e.g., all steelrivets installed via break stem fasteners), screws, bolts, treefasteners, snaps, pins, the like, or a combination thereof. Each area ofattachment (e.g., each fastener) may be able to withstand a torque ofabout 50 Nm or more, about 75 Nm or more, or about 90 Nm or more (e.g.,at least about 100 Nm). Therefore, for example, if the attachment of thestop bracket portion to the column tube includes three fasteners, andeach fastener is able to withstand a torque of about 100 Nm, theassembly may be able to withstand a torque of about 300 Nm.

In one exemplary method, assembly of the guidance and limiting unitsubassembly onto a column tube may be as follows. The column tube may beplaced over a fixture or support, such as a support horn, to providesupport and distribute forces applied during the installation andassembly of the guidance and limiting unit subassembly. The stop bracketportion may be positioned upon the outer surface of the column tube andthe securing tab may be inserted into the associated opening in thecolumn tube. The attachment apertures of the stop bracket portion may bealigned with the openings in the column tube for receiving the fasteningmeans. A break stem fastener (e.g., made of steel), may be inserted intothe openings in the stop bracket portion and the column tube, and thestem may be pulled, compressing the body of the rivet. The compressionmay continue until all joint clearance is removed, and a certain stressin the stem is achieved. The stem may then break away, leaving the rivetto secure the stop bracket portion and the column tube.

Upon attachment of the stop bracket portion to the column tube, thespacer may be installed (though it is possible that the spacer beinstalled prior to attachment of the stop bracket portion to the columntube). The support posts of the stop bracket portion may be held in adesired position (i.e., to align with the support post openings in thespacer portion) by one or more pins or other members that may preventthe support posts from splaying outwardly. The support post openings ofthe spacer portion may be aligned with the support posts and the spacerportion may be pressed onto the stop bracket portion so that the supportposts extend into and/or through the support post openings. The spacerportion, as it is pressed onto the support posts, may contact the ribsof the support posts (which may cause the support openings toelastically deform to accommodate the ribs). The ribs may fit within theclearance of the spacer portion. The ribs may reduce slippage of thespacer portion, as the ribs may engage with and/or contact the walls ofthe spacer defining the rib clearance of the spacer portion. Upon theribs passing through the support post openings of the spacer portion,the openings may return to their original shape, which may provide andinterference fit and/or additional reduction of slippage, as the spacermay not be removed without deformation of the openings.

If the stop plate includes one or more beads (i.e., on a support post),the beads may push into the spacer portion, deforming the spacer andcreating a compressive force. The bead (i.e., by pushing into the spacerportion) may force the opposing side of the support post against thewall defining the opening of the spacer portion. A pocket may be formedbetween the bead and the wall of the spacer portion defining the supportpost opening to allow the stamping burr of the support posts to existwithout interference from the spacer portion. The pocket may be anominal clearance between the support post and the wall defining thesupport post opening of about 0.05 mm or more, about 0. mm or more, orabout 0.2 mm or more. The pocket may be a nominal clearance of about 0.5mm or less, about 0.35 mm or less, or about 0.3 mm or less. The beadallows for the die roll to be on the outside edge of the stop plateportion, so that a rounded edge comes into contact with the support postopening instead of a burr edge. This also may allow for easier insertionof the support post into the support post opening of the spacer portion.The pins or other members holding the support posts in place may then beremoved as the spacer portion maintains the support posts in properposition.

The present teachings also include a method for securing an interfacebracket to the column tube (e.g., via attachment to the stop bracketportion which is secured to the column tube). Preferably, the stopbracket portion includes one or more support posts adapted to support aninterface bracket. The support posts adapted to support an interfacebracket may have a length that extends through the support post openingof the spacer portion and have a free end including a bracket attachmentportion for attaching the interface bracket thereto. The support postmay include one or more attachment apertures that align with one or moreopenings in the interface bracket, into which a fastener may beinserted, such as a rivet via a break stem fastener, clip, snap, pin,bolt, screw, and the like. Other methods of attachment are alsopossible, such as via adhesives, welding, soldering, crimping, brazing,and the like (in which case, one or more attachment apertures may not benecessary). It is contemplated that there may be a controlled clearancebetween the interface bracket and the spacer portion. The controlledclearance may be about 0.05 mm or more, about 0.1 mm or more, or about0.3 mm or more. The controlled clearance may be about 1 mm or less,about 0.8 mm or less, or about 0.7 mm or less. For example, theclearance may be about 0.5 mm. If the fit of the spacer portion to thestop bracket portion loosens, the presence of the controlled clearancemay limit the potential travel of the spacer portion.

When the steering column assembly is assembled and installed within avehicle, the adjustment subassembly may allow for the steering columnassembly to be adjusted to a desired position relative to the user(e.g., tilt adjustment, telescopic adjustment, or both). The adjustmentmay be actuated by a lever. The lever may include a handle portion thatthe user moves (e.g., upward and/or downwardly relative to the user,relative to the ceiling and floor of the vehicle, or both). The levermay be fixed to the adjustment subassembly (e.g., at an end of theelongated fastener, such as a tilt bolt) at a pivot point, where thehandle portion is permitted to rotate about this pivot point. On theopposite side of the pivot point from the handle portion may be an armthat supports a hook or other projection. The hook or other projectionmay be supported by two arms joined at a bridge, where the hook extendsfrom the bridge. One arm may extend from the pivot point of the lever,and the other arm may serve as an opposing securing portion thatattaches to and/or rotates about the opposing side of the elongatedfastener (such as a tilt bolt) within the adjustment subassembly. Thehook or other projection may be adapted to fit within the slot of thetongue portion of the spacer portion, at least during part of theadjustment process.

Upon movement of the handle portion, the steering column assembly may becaused to be put in a locked position or in an unlocked position. Forexample, pushing the lever in a particular direction, such as downwards(e.g., toward the floor of the vehicle), may cause the column housing tobecome unclamped from the column tube, thereby permitting the user toadjust the position of the steering wheel by tilting, telescoping, orboth. Forcing the lever in the opposite direction, such as upwards(e.g., toward the ceiling of the vehicle), may cause the walls of thecolumn housing to engage and/or clamp the column tube. The clamping maysecure the column tube and steering shaft, and therefore the steeringwheel, in the present position. When the steering column assembly is, ina locked position (e.g., the column housing is in a clamped position tohold the column tube in a particular position), the hook of the levermay be positioned generally parallel with the tongue portion orgenerally follow the path around the bottom of the tongue portion. Thehook, therefore, may be disengaged from the tongue portion of the spacerportion. When the steering column assembly is in an unlocked position,the hook may be received within the slot of the tongue portion.

When the steering column assembly is in a locked position, the hook ofthe lever may be disengaged from the tongue portion of the spacerportion in any telescopic position. Therefore, during an impact (e.g.,when a user contacts the steering wheel during a vehicle collision),when the steering column assembly is in a locked position, an energyabsorption module within the steering column assembly may serve toabsorb energy during the inward telescoping of the column tube, steeringshaft, or both.

When the steering column assembly is in an unlocked position, the hookof the lever may be received into the slot of the tongue portion of thespacer portion. The length of the slot may permit full normal telescoperange while the steering column is in the unlocked position, therebyallowing a user to adjust the telescoped position of the steering wheel.The slot terminates at a contact portion, which serves as a stop tolimit the inward telescoping (i.e., toward the forward end of thesteering column assembly) upon reaching the maximum telescope-indistance. Therefore, during telescoping inwardly and upon reaching themaximum telescope-in distance, the hook may contact the contact portion,which provides a stop to prevent the user from further inwardtelescoping. The interaction between the hook and the contact portionmay assist in relieving the energy absorption module from also being thetelescoping short stop. This may also reduce the impacts from inwardtelescoping operations on other parts of the assembly. For the hook andthe contact portion of the tongue portion to interact, it may bedesirable to reduce the friction between the elements. Methods ofreducing friction between the elements may include, but are not limitedto, minimizing the contact area between the two elements (e.g., byproviding a point or line of contact); greasing or lubricating thesurface of either or both the tongue portion and the hook; modifying theshape of the surfaces (e.g., making one surface generally planar and onesurface generally arcuate or curved), or a combination thereof. Forexample, the hook surface may be generally planar and the surface of thecontact portion may be generally arcuate or curved, or vice versa.

The interaction between the hook and the contact portion of the spacerportion may also provide additional safety features, such as aself-locking feature. Upon a greater force exerted than normaltelescoping adjustment operation forces, the hook contacting the contactportion may force the lever to be moved into the locked position,thereby also causing the column housing to clamp the column tube. Forexample, contact portion makes contact with the hook, the hook may slidealong the arcuate surface of the contact portion, and the lever canrotate to allow the hook to pass out of the slot. The lever can be fullyrotated into the lever locking direction. As the steering columnassembly returns to a locked position, the energy absorption fromclamping is reestablished. This may be an advantageous safety feature,for example, if a vehicle operator is traveling with the steering columnassembly in an unlocked position and the vehicle is subsequentlyinvolved in a vehicle collision. In traditional steering columnassemblies, the energy absorption may be compromised (e.g., because thesteering column is not in a clamped position). However, as the columntube is forced inwardly (i.e., toward the forward end of the steeringcolumn assembly), the hook is forced to contact the contact portionacting as a telescoping stop, and as this force is greater than typicaltelescoping adjustment forces, the lever is forced to pivot and enterthe locked position, causing the column housing to clamp onto the columntube and provide additional energy absorption.

Referring now to the figures, FIGS. 1 and 2 illustrate a steering columnassembly 20 including a guidance and limiting unit subassembly 40 inaccordance with the present teachings. The steering column assembly 20has a forward end portion 22 and a rearward end portion 24. A columnhousing 26 at least partially supports a column tube 30, and the columntube 30 is at least partially disposed within the column housing 26. Thesteering column assembly 20 includes an energy absorption module 100that absorbs energy as the column tube 30 is forced to telescopeinwardly (i.e., toward the forward end portion 22) in the event of acollision or secondary impact (e.g., when a vehicle occupant contactsthe steering wheel as a result of an impact such as a vehiclecollision). The column tube 30 carries the guidance and limiting unitsubassembly 40 that includes a stop bracket portion 50 (which supportsan interface bracket 42) and a spacer portion 70. The steering columnassembly 20 also includes an adjustment subassembly 34 for adjusting theposition (e.g., via telescoping adjustment, tilt adjustment, or both) ofa steering wheel (not shown) supported by a steering shaft 32 relativeto a user. The position of the column tube 30 relative to the columnhousing 26 may be fixed by way of a securing member or elongatedfastener 36 (e.g., a tilt bolt) that is located in a secure engagementposition and applies a force (e.g., a generally transverse forcerelative to the longitudinal axes LA of the column housing 26 and columntube 30) to at least one of the column housing 26 or column tube 30 forcausing a secure engagement of the column tube 30 and the column housing26 (e.g., a clamped engagement, an interference, interlock, detent orother mechanical engagement). The guidance and limiting unit subassembly40 is located within an axial slot 28 of the column housing 26, and theguidance and limiting unit subassembly 40 maintains the position of thecolumn tube 30 within the steering column assembly 20 (e.g., via one ormore of the side wall portions 60 of the stop bracket portion 50, thesecuring tab 54 of the stop bracket portion 50 received within theopening 38 in the column tube 30, one or more wing dampers 76 of thespacer portion 70, one or more resilient tabs 74 of the spacer portion70, the elongated fastener 36 (e.g., a tilt bolt) or combinationthereof, as shown in more detail in the other figures).

FIG. 2 is a cross-sectional side view of the steering column assembly 20taken along the longitudinal axis LA. The stop bracket portion 50 issupported by and attached to the column tube 30 at a column tubeattachment portion 66 (e.g., via rivet attachment). The stop bracketportion 50 also includes a securing tab 54 which extends into andengages with a column tube opening 38 to further secure the stop bracketportion 50 relative to the column tube 30. The stop bracket portion 50supports and engages with the spacer portion 70 via the support posts 56(see FIG. 4). An interface bracket 42 is supported by and attached tothe support posts at a bracket attachment portion 68 (e.g., via rivetattachment).

FIG. 3 is a perspective view of a guidance and limiting unit subassembly40 coupled with a column tube 30. The guidance and limiting unitsubassembly 40 includes a stop bracket portion 50 supporting a spacerportion 70. The stop bracket portion 50 includes a securing tab 54 atone end that engages with the column tube 30 by extending into thecolumn tube opening 38. On the generally opposing side, the stop bracketportion 50 includes a plurality of support posts 56 extending from thebody portion 52 of the stop bracket portion 50. Between the ends of thestop bracket portion 50 are a pair of generally opposing side wallportions 60, which serve to locate the column tube within the axial slotof the column housing (see FIG. 1). The guidance and limiting unitsubassembly 40 functions to support an interface bracket 42, such as onespecified by a customer (e.g., an automobile manufacturer). Theinterface bracket 42 is coupled to one or more of the support posts 56of the stop bracket portion 50 at one or more bracket attachmentportions 68 (e.g., via rivet attachment). The support posts 56 alsosupport a spacer portion 70. The spacer portion 70 includes dampingelements to absorb energy and/or maintain the alignment and positioningof the column tube 30 within the steering column assembly 20 (see FIGS.1 and 2). The damping elements may include one or more wing dampers 76and one or more resilient tabs 74 (e.g., located at the forward end,rearward end, or both, of the spacer portion 70). The figures hereingenerally illustrate two wing dampers 76, one on each side of the spacerportion 70, and a rearward-facing resilient tab 74, though forwardresilient tabs (or other directional tabs or wings) are alsocontemplated.

FIG. 4 illustrates an exemplary stop bracket portion 50. The stopbracket portion 50 includes a body portion 52 that is oriented generallyparallel to the longitudinal axis LA of the column tube 30 wheninstalled in the steering column assembly 20 (see FIG. 2). The bodyportion may be shaped so that it generally matches the shape of thecolumn tube upon which is it positioned (e.g., having a slightcurvature). The stop bracket portion 50 includes a pair of generallyopposing side wall portions 60 which assist in locating the stop bracketportion 50 (and the guidance and limiting unit subassembly 40) withinthe steering column assembly (e.g., within the axial slot 28 of thecolumn housing 26). The top 61 of the side wall portions 60 serve as arail for the tilt bolt 36 (see FIG. 8), and there is minimal clearancebetween the top 61 and the tilt bolt 36. The body portion 52 includes acolumn tube attachment portion 66 located between the generally opposingside wall portions 60 and/or between opposing support posts 56. Whenfasteners are used such as rivets, screws, or other fasteners, thecolumn tube attachment portion 66 includes a plurality of attachmentapertures 64 for receiving a fastening and attaching the stop bracketportion 50 to the column tube 30. Surrounding each of the attachmentapertures 64 is an embossment 62, which forms a generally flat surfaceto provide stability to the attachment.

Extending from one end of the stop bracket portion 50 is a securing tab54, which engages with the column tube 30 to provide further securing ofthe guidance and limiting unit subassembly 40 to the column tube 30 (seeFIG. 2). The stop bracket portion 50 also includes a plurality ofsupport posts 56 extending generally upwardly from the body portion 52(e.g., generally forming an angle between about 75 degrees and about 105degrees between a support post 56 and the body portion 52). One or moreof the support posts 56 may be connected to and/or extend from a sidewall portion 60. Each support post 56 includes a rib 58 (though it isalso contemplated that that any or all posts may not include a rib) thatextends inwardly for assisting in securing the spacer portion 70 on thesupport posts 56 (see FIG. 3). Some (e.g., two as shown in the figure)of the support posts 56 may include a bracket attachment portion 68 thatprovides an area for the interface bracket 42 to be secured. If theinterface bracket 42 is secured to the support post 56 via a fastener(e.g. a rivet, screw, or other fastener), there may be an attachmentaperture 64 on one or more of the support posts 56.

FIGS. 5A and 5B illustrate a cross-sectional view of a column tube 30and a stop bracket portion 50 to show an exemplary method of attachment.It is contemplated that one or more fasteners 44, such as a break stemfastener, can secure the stop bracket portion 50 to the column tube 30.FIG. 5B is an enlarged view of the attachment of FIG. 5A (e.g., the areawithin the dotted box of FIG. 5A). The stop bracket portion has anattachment aperture 64 (and the column tube 30 has a correspondingaperture) for receiving the fastener 44 (e.g., break stem fastener). Theembossment 62 of the stop bracket portion 50 provides a generally flatsurface for the head of the fastener 44 (e.g., break stem fastener) toengage with. The generally flat surface of the embossment 62 providesadditional security to reduce the likelihood of the fastener 44loosening or reduce the likelihood of movement (e.g., rotation orside-to-side rocking) of the stop bracket portion 50 on the curvedcolumn tube 30.

FIGS. 6A, 6B, 7A and 7B illustrate an exemplary spacer portion 70. Thespacer portion 70 includes a plurality of support post openings 72 forreceiving the support posts 56 of the stop bracket portion 50 (see FIG.4). The spacer portion 70 also includes a rib clearance 78 for receivingand engaging with the ribs 58 of the support posts 56 (see FIG. 4) toprovide additional stability of the spacer portion 70 upon the stopbracket portion 50. The spacer portion 70 includes damping elements toabsorb energy or secure the guidance and limiting unit subassemblywithin the steering column assembly. The damping elements include aresilient tab 74 and one or more wing dampers 76, shown in more detailin FIGS. 8 and 9. FIGS. 7A and 7B also illustrate a tongue portion 80extending from an end of the spacer portion 70. The tongue portion 80 isgenerally curved and includes a slot 82, which is adapted to receive ahook 94 of a lever 90 (see FIGS. 10A-12B). At the distal end of thetongue portion 80 (e.g., where the slot 82 terminates) is a contactportion 84 which acts as a telescope-in stop upon contact with the hook94 of the lever 90 when the column tube 30, steering shaft 32, or both,are telescoped inwardly toward the forward end portion 22 of thesteering column assembly 20 (see FIG. 1). A plane extending parallel tothe face of the contact portion 84 forms an angle α with a planeextending across a wall defining the slot 82.

FIG. 8 illustrates a spacer portion 70 having resilient tab 74, whichfaces rearward and serves as a compression element. The resilient tab 74may deflect when the elongated fastener 36 (e.g., a tilt bolt) comesinto contact with the resilient tab 74 during adjustment of the steeringcolumn assembly, such as during telescoping adjustment. The resilienttab 74 reduces or prevents metal-to-metal contact, such as contactbetween the elongated fastener 36 (e.g., the tilt bolt) and the stopbracket portion 50. The stop bracket portion 50 is secured to the columntube 30 by a plurality of fasteners 44 (e.g., break stem fasteners) andis further secured by the securing tab 54 engaging with the column tube30 via the column tube opening 38. There is minimal clearance (e.g.,about 2 mm or less, about 1 mm or less, or about 0.5 mm or less) betweenthe top 61 of the side wall portions and the elongated fastener 36(e.g., tilt bolt). With the stop bracket portion 50 being generallysandwiched between the column tube 30 and the tilt bolt 36, the stopbracket portion is held in place, even if the fasteners 44 were to fail(e.g., loosen, break, or through improper installation). This also helpsto maintain the position of the securing tab 54 within the column tubeopening 38.

FIG. 9 illustrates a cross-sectional view of an exemplary spacer portion70 having two opposing wing dampers 76 on the sides of the spacerportion 70. The wing dampers 76 are employed within the axial slot 28 ofthe column housing 26 and function to dampen noise and avoidmetal-to-metal contact between the column housing 26 and other elementsof the assembly, such as the column tube 30 and/or the stop bracketportion. The wing dampers 76 also serve to reduce rotation of the columntube 30 and/or the guidance and limiting unit subassembly 40, especiallyduring adjustment of the assembly (e.g., telescoping adjustment, tiltadjustment, or both).

FIGS. 10A and 10B illustrate a steering column assembly 20 with theadjustment subassembly 34 in a locked position (e.g., clamped) so thecolumn tube 30 and steering shaft 32 are held in the desired position(e.g., desired tilt position, desired telescoped position, or both). Theadjustment subassembly 34 is controlled via a lever 90. FIG. 10B is anenlarged view of the portion within the box of FIG. 10A, illustratingthe hook 94 of the lever in relation to the tongue portion 80 of thespacer portion 70. The hook 94 is arranged so that it is able to bereceived within the slot 82 of the tongue portion 80.

FIGS. 11A and 11B illustrate the steering column assembly 20 of FIGS.10A and 10B, where the adjustment subassembly 34 is in an unlockedposition so the column tube 30 and/or steering shaft 32 can be adjusted(e.g., by tilting, telescoping, or both). When the handle portion 91 ofthe lever 90 is pushed generally downwardly, the hook 94 is receivedinto the slot 82 of the tongue portion 80. When the column tube 30and/or steering shaft 32 are telescoped inwardly (i.e., toward theforward end portion of the steering column assembly), telescoping willstop as the hook 94 contacts the contact portion 84 of the tongueportion 80.

FIGS. 12A and 12B are illustrative levers 90 of an adjustment assemblyfor actuating adjustment of the tilt, telescoping, or both, of thecolumn tube and/or the steering shaft of the steering column assembly.The levers 90 include a handle portion 91 at the distal end. The lever90 includes a pivot portion 92 where the lever 90 is attached within theassembly (e.g., to an end of an elongated member such as a tilt bolt)and is able to pivot. The lever 90 may include a hook 94 for beingreceived within a slot 82 of the tongue portion 80 of the spacer portion70 (see FIGS. 11A and 11B). As shown in FIG. 12B, the lever 90 mayinclude a bridge 96, from which the hook 94 extends, that joins thepivot portion 92 to an opposing securing portion 98. The opposingsecuring portion 98 can be attached within the steering column assembly,for example, at the opposite end of the elongated member (such as a tiltbolt).

While exemplary embodiments are described above, it is not intended thatthese embodiments describe all possible forms of the teachings. Rather,the words used in the specification are words of description rather thanlimitation, and it is understood that various changes may be madewithout departing from the spirit and scope of the invention.Additionally, the features of various implementing embodiments may becombined to form further embodiments of the invention. For example, itis contemplated that there may be fewer than four support posts (e.g.,two or three), or more than four support posts on the stop bracketportion. The spacer portion may have additional damping elements. Thespacer portion may only have one damping element (e.g., a resilient tabor one or more wing dampers) or no damping elements. The spacer portionand stop bracket portions may be made of an integral piece of material.The spacer portion and stop bracket portion may be constructed of thesame materials or different materials. The methods of attachment of thestop bracket portion to the column tube and/or to the interface bracketmay vary depending on the application, the forces exerted upon it, theamount of space within the assembly, or any combination thereof.Assembly of the guidance and limiting unit subassembly (e.g., one pieceto another piece, the subassembly to the column tube, or both) mayinclude welding, bonding, fastening, or any combination. Multiple piecesmay be combined or attached to form the stop bracket portion. Multiplepieces can be combined or attached to form the spacer portion.Alternatively, the stop bracket portion and spacer portion can be formedfrom a single piece. The stop bracket portion, spacer portion, or both,may be integrally formed with the column tube. It is also contemplatedthat the subassembly may be free of other traditional elements of asteering column assembly. For example, the subassembly may be free of anut bracket. The subassembly may be free of a stopper pin. Thesubassembly may be free of a slot liner.

Any numerical values recited herein include all values from the lowervalue to the upper value in increments of one unit provided that thereis a separation of at least 2 units between any lower value and anyhigher value. As an example, if it is stated that the amount of acomponent or a value of a process variable such as, for example,temperature, pressure, time and the like is, for example, from 1 to 90,preferably from 20 to 80, more preferably from 30 to 70, it is intendedthat values such as 15 to 85, 22 to 68, 43 to 51, 30 to 32 etc. areexpressly enumerated in this specification. For values which are lessthan one, one unit is considered to be 0.0001, 0.001, 0.01 or 0.1 asappropriate. These are only examples of what is specifically intendedand all possible combinations of numerical values between the lowestvalue and the highest value enumerated are to be considered to beexpressly stated in this application in a similar manner.

Unless otherwise stated, ail ranges include both endpoints and allnumbers between the endpoints. The use of “about” or “approximately” inconnection with a range applies to both ends of the range. Thus, “about20 to 30” is intended to cover “about 20 to about 30”, inclusive of atleast the specified endpoints.

The disclosures of all articles and references, including patentapplications and publications, are incorporated by reference for allpurposes. The term “consisting essentially of” to describe a combinationshall include the elements, ingredients, components or steps identified,and such other elements ingredients, components or steps that do notmaterially affect the basic and novel characteristics of thecombination. The use of the terms “comprising” or “including” todescribe combinations of elements, ingredients, components or stepsherein also contemplates embodiments that consist essentially of, oreven consisting of, the elements, ingredients, components or steps.

Plural elements, ingredients, components or steps can be provided by asingle integrated element, ingredient, component or step. Alternatively,a single integrated element, ingredient, component or step might bedivided into separate plural elements, ingredients, components or steps.The disclosure of “a” or “one” to describe an element, ingredient,component or step is not intended to foreclose additional elements,ingredients, components or steps.

Relative positional relationships of elements depicted in the drawingsare part of the teachings herein, even if not verbally described.

1) An adjustable steering column assembly, comprising: I. a column tube;II. a column housing: and III. a device comprising: a. a spacer portionadapted to: i. provide rotational damping; ii. provide damping duringadjustment of the steering column assembly; iii. assist in centering thecolumn tube when in an unlocked position and assist in resisting lash;b. a stop bracket portion adapted to: i. limit rotational travel of thecolumn tube when in an unlocked position; ii. retain the column tubelongitudinally within the steering column assembly. 2) The assembly ofclaim 1, wherein the spacer portion includes a resilient portion that isconfigured to at least partially fit within an axial slot of the columnhousing of the steering column assembly. 3) The assembly of claim 2,wherein the resilient portion of the spacer portion is defined by atleast one wing damper. 4) The assembly of claim 1, wherein at least aportion of the spacer portion is in substantial compliance with thecolumn housing of the steering column assembly. 5) The assembly of claim1, wherein at least part of the spacer portion substantially retains astate of contact with a wall defining an axial slot of the columnhousing. 6) The assembly of claim 5, wherein lash between at least partof the spacer portion and the column housing is about 0.1 mm or less. 7)(canceled) 8) The assembly of claim 1, wherein the damping duringadjustment of the steering column assembly is performed by a forwardfacing or rearward facing resilient tab of the spacer portion duringtelescope adjustment of the steering column assembly. 9) The assembly ofclaim 1, wherein the spacer portion includes a rearward facing tongueportion extending therefrom, and wherein the tongue portion includes aslot adapted for receiving at least a portion of the steering columnassembly during telescope adjustment of the steering column assembly,and wherein the slot terminates at one end at a contact portion of thetongue portion. 10) The assembly of claim 9, further comprising anadjustment subassembly for permitting adjustment of the steering columnassembly, and wherein the adjustment subassembly includes a lever forputting the column tube in the unlocked position and actuating theadjustment. 11) The assembly of claim 10, wherein the lever includes ahook extending therefrom adapted to be received within the slot of thetongue portion. 12) The assembly of claim 11, wherein the hook contactsthe contact portion during telescope-in adjustment of the steeringcolumn assembly to stop the column tube from telescoping further in aforward direction. 13) The assembly of claim 11, wherein the leverincludes a first arm and a second arm joined by a bridge, a. wherein thefirst arm extends from a pivot point of the lever, the pivot pointformed by a connection between an elongated fastener of the adjustmentsubassembly and the lever; and b. wherein the second arm is an opposingsecuring portion that attaches to and/or rotates about an opposing endof the elongated fastener; and c. wherein the hook is supported by andextends from the bridge. 14) (canceled) 15) (canceled) 16) (canceled)17) The assembly of claim 1, wherein the stop bracket portion includesone or more support posts for matingly receiving the spacer portion byway of through openings in the spacer portion. 18) The assembly of claim1, wherein the stop bracket portion includes a bracket attachmentportion for matingly engaging at least a portion of the column tube. 19)The assembly of claim 1, wherein the stop bracket portion includes aplurality of attachment apertures for receiving a fastener to secure thestop bracket portion to the column tube. 20) The assembly of claim 19,wherein each of the attachment apertures receives a rivet for securingthe stop bracket portion to the column tube. 21) The assembly of claim20, wherein the stop bracket portion includes substantially flatsurfaces surrounding one or more of the attachment apertures forcontacting the heads of the rivets. 22) The assembly of claim 1, whereinthe stop bracket portion includes a pair of opposing side wall portionsadapted to fit within an axial slot of the column housing and guidelongitudinal adjustment of the column tube. 23) (canceled) 24) Theassembly of claim 1, wherein the stop bracket portion includes a surfaceadapted to be in parallel line contact with the column tube to resistrocking when loaded in torsion. 25) The assembly of claim 1, wherein thestop bracket portion includes a securing tab adapted for resistingremoval of the stop bracket portion and spacer portion from the columntube by penetrating an opening in the column tube. 26) (canceled) 27)(canceled) 28) (canceled) 29) (canceled)